A stabilizer includes bend sections. With respect to positions in a circumferential direction of a radial cross section of each of the bend sections, a center of an inside of a bend is defined as 0, and a center of an outside of the bend is defined as 180. The bend sections each include a bend interior section located at 0, a bend exterior section located at 180, a first side section located at 90, and a second side section located at 270. The bend interior section has compressive residual stress from a surface to a first depth. The bend exterior section has compressive residual stress to a second depth. The first side section has compressive residual stress to a third depth. The second side section has compressive residual stress to a fourth depth.

The invention relates to a chassis arm for a motor vehicle, having a first end section for connection to a chassis support, a second end section for connection at a wheel end, and a damper connection section exhibiting at least one bearing eye for connecting a damper. The bearing eye is assigned at least one installation aid with a support surface for the damper. The installation aid is formed integrally with the chassis arm, wherein the installation aid in the form of a tab is cut free from the base material of the chassis arm and converted to a body section of the chassis arm, and wherein at least a part of the tab is designed as a support surface for the damper. The invention also relates to a method for producing a chassis arm, in particular a spring control arm for a motor vehicle.

A holding mount for a commercial vehicle trailer includes two side walls which extend along a vertical axis and which form an arrangement region for arranging the holding mount on a load-bearing element, the holding mount further including an insert part which has a connecting section and a reinforcing section, the connecting section forming the arrangement region, and the reinforcing section extending between the side walls along the vertical axis for the reinforcement purposes.

A frame unit for utility vehicles includes outer and inner parts and a transverse region, wherein the transverse region extends substantially transversely to the outer part and/or the inner part, wherein the transverse region is integrally formed with the outer part or the inner part, the outer part and/or the inner part has a fastening region for being secured to a vehicle frame, the outer part has an outer bearing region and the inner part has an inner bearing region, an axle guide can be arranged between the outer and inner bearing regions and can be secured to the bearing regions such that the axle guide can pivot about a bearing axis, and wherein the transverse region secures the outer part and/or the inner part against pivoting about an orthogonal in relation to the bearing axis.

A spring control arm for a wheel suspension of a motor vehicle is formed as a single-shell, essentially U-shaped sheet metal part and includes a back, spaced-apart side walls adjoining the back and each having an upper side wall region connected to the back, a lower side wall region distal from the back, and a central side wall region arranged between the upper and lower side wall regions. The spring control arm has first and a second end sections for attachment and a wider spring plate region disposed therebetween. The spring control arm has a substantially omega-shaped cross section in the spring plate region, which is more pronounced in a central longitudinal section due to outwardly projecting upper side wall sections than in an end longitudinal section of the spring plate region.

The invention relates to a connection system for connecting a damper unit of a vehicle inside a wheel suspension of the vehicle, the connection system having: an upper attachment region for attaching the damping unit, at least part of said region surrounding a receiving area for the damping unit and the receiving area extending around a first axis acting as the damping axis of the damping unit; a lower attachment region for coupling to the wheel-side portion of the wheel suspension, said lower attachment region having, in particular, two mutually spaced lower sections with an attachment area therebetween and an intermediate region which connects the upper attachment region to the lower attachment region. The main extension of the intermediate region corresponds to the direction of the first axis and the intermediate region allows the passage of a drive shaft of the vehicle. The connection system is made of an extruded part, the extrusion direction of which is the direction in which the extruded material extends, said material thus forming the intermediate region of the connection system. The invention also relates to a connection system comprising a clamping mechanism.

A bar pin bushing assembly including a bar pin having at least one end with at least one bore to receive a fastener, the at least one bore extending through the at least one end, the bar pin having a central portion having a diameter that is greater than a width or diameter of the at least one end of the bar pin, a compressible rubber section positioned around the central portion of the bar pin, the compressible rubber section further extending around downwardly tapering surfaces adjacent the central portion of the bar pin, an outer metal shell mold bonded to the compressible rubber section, a first disc insert positioned over a first end of the outer metal shell, a second disc insert positioned over a second end of the outer metal shell, and a tubular outer metal wall positioned over the outer metal shell, the first disc insert, and the second disc insert.

An annular reference surface is formed around a through-hole of an eye portion. A distal-end-side curved portion is formed at a first corner portion, on an outer side of the annular reference surface. The thickness of the distal-end-side curved portion is reduced in a range of a length from the first flat surface toward the distal end surface. A hole-side curved portion whose thickness is reduced toward an inner surface of the through-hole is formed at a second corner portion, on an inner side of the annular reference surface. The length of the hole-side curved portion is less than the length of the distal-end-side curved portion. The hole-side curved portion is curved with a greater curvature than that of the distal-end-side curved portion.

This torsion beam manufacturing method is for manufacturing a torsion beam including a central portion of which a cross-section orthogonal to a longitudinal direction is a closed cross-section having a substantial V-shape or a substantial U-shape at any position in the longitudinal direction, and a shape changing portion which has a connection region leading to the central portion and including a closed cross-section having a shape different from the shape of the closed cross-section of the central portion.

This torsion beam manufacturing method has a compression step of thickening at least the connection region through application of a compression force in the longitudinal direction to at least the connection region of a torsion beam material to obtain the torsion beam, the torsion beam material being formed with the central portion and the shape changing portion.

A stabilizer includes bend sections. With respect to positions in a circumferential direction of a radial cross section of each of the bend sections, a center of an inside of a bend is defined as 0, and a center of an outside of the bend is defined as 180. The bend sections each include a bend interior section located at 0, a bend exterior section located at 180, a first side section located at 90, and a second side section located at 270. The bend interior section has compressive residual stress from a surface to a first depth. The bend exterior section has compressive residual stress to a second depth. The first side section has compressive residual stress to a third depth. The second side section has compressive residual stress to a fourth depth.